Internal combustion engine



May 27, 19414 R. M. ARD'ONE 2,243,645

INTERNAL COMBUSTION ENGINE Filed NOV. 25, 1939 2 Sheets-SheetZ INTAKE MANIFOLD A llNvEm-ola. l omeo M/Varaohe Patented May 27, 1941 INTERNAL COMBUSTION ENGINE Romeo M. Nardone, East Orange, N. J.

Application November 25, 1939, Serial No. 306,158

2 Claims.

This invention relates to hydraulic systems, and particularly to the operation of hydraulic mechanism for use in controlling combustion in an internal combustion engine.

An object of the invention is to provide a novel, common speed, responsive control of the hydraulic supply means for operatingthe combustion controlling devices.

A second object is to provide novel, common heat responsive 'means for regulating the supply of operating fluid vto the separate (but co-acting and complementary) combustion controlling devices.

As shown, the combustion; controlling devices are two in number-one for actuating the engine throttle, the other for changing the time of ignition in relation to piston position-but it is to be understood that additional hydraulically actuated combustion controls may be provided as substitutes for, or supplementsto those illustrated and described. 'a r Other objects are to provide novel hydraulically actuated combustion controlling devices, novel flow directing means associated therewith, and novel means utilizing, as the motive fluid, the same oil supply as that which lubricates the engine driven shaft constituting the common drive means for the engine fuel pump and magneto. Further objects will become apparent from inspection of the following specification when read with reference to the accompanying drawings wherein is illustrated the preferred embodiment of the invention. 1t is to be expressly understood, however, that thedrawings are for the purpose of illustration only, and ,are not` designed as a definition of the limits of the invention, reference being had to the appended claims for this purpose.

In the drawings,

Fig. 1 is a transverse sectional view of an engine crank-case, with the present invention shown in the relation thereto which it occupies in the preferred embodiment;

Fig. 2 is a transverse sectional view of the thermostatic, or heat responsive device for regulating the supply of operating iiuid to the combustion controlling devices;

Fig. 3 is a longitudinal sectional view along the line 3-3 of Fig. 2;

Fig. 4 is a view, partly in elevation and partly in longitudinal section, of the throttle actuating unit;

Fig. 5 is a view in longitudinal section of the preferred form of fuel pump; and

Fig. 6 is aview in longitudinal section of the preferred form of spark advancing and retarding unit-for the magneto shown in Fig. 1.

Referring first to Fig. l, reference characters H and l2 designate a pair of spur gears adapted to be rotated by spur pinion I3 secured to or integral with a driving shaft 14 which may be a part of the engine crankshaft or a member driven by the engine crankshaft. As shown the spur gears H and'l2 are located in the end portion I5 of the supporting frame Hi of the engine, and are formed as integral parts of valve actuating shafts 8 and 9 respectively, the latter 'being disposed in parallelism With wall I6 of the oil receiving chamber of the engine, said chamber being located directly below the cylinders of the engine, the latter being not shown. Intermediate its ends shaft 8 has an eccentric portion 29 engageable with a reciprocable follower'element 3| adapted to actuate the pumping elements. of the fuel pump 28 shownin detail in Fig.

5, and at its opposite end .the shaft 8 is provided.l

with a spiral gear 32 adapted to actuate a correspondingly formed spiral gear 33 for rotation of the rotor element of the magneto 34. Shaft 9 is shown coupled by suitable means 36 to drive the motor element of an oil pump 22 which provides the pressure for circulation of oil for lubrication of the rotating engine parts as Well as for the actuation of the combustion controlling devices hereinafter described in further detail. As shown the oil delivered `by the pump 22 enters the hollow interior 31 of the shaft 9 by way of the intervening supply tube 38, and from the space 31 lubricating oil is fed laterally by Way of conduit 39 into the hollow interior 4| of the shaft 8 and along said shaft as far as the .end portion 42 thereof, and serves to lubricate all interven- `ing surfaces requiring lubrication. Likewise oil is fed along the interior of shaft 9 for lubricating purposes and also for actuation of the combustion controlling devices by the supply/of actuating oil under pressure thereto,- the rateo'f supply and the' time of supply to said devices being under the control of a reciprocable valve elementl 43,-the movement of which is controlled by the actuating fingers 44 of centrifugal Weights thermostatic unit 35, now to be described in de- As shown in Figs. 2 and 3 the thermostatic unit includes a cylindrical valve element 28 adapted to be moved longitudinally by arod (not shown) extending through and engaging the base of the -V bellows element 5|, and operating in opposition to a compression spring 52 located at the opposite end of the valve, the bellows element 5I being adapted to seal the cup 24 against leakage of the mercury or equivalent fluid contained therein, which fluid expands to a material degree in response to rises in temperature. As shown the cup 24 is suspended in a chamber 53 in such manner that substantially the entire surface of the cup is exposed to contact withlthe oil delivered thereto by way of the supply chamber 21 above referred to, the connecting passages between-the supply chamber 21 and the chamber 53 being indicated at 23 and 23a. Since this oil is supplied,

under the control of the valv.e 43, from a source 31 within one of the major elements of the engine it follows that changes in the temperature of the oil will be in direct proportion to changes in the temperature of the metallic elements such as the shaft 9 of theengine, and that accordingly movement of the valve 28 will be Asuch as to reflect accurately the change in thermal conditions within the engine. However, with the valve 28 in the position shownthe oil circulating around chamber 53 will find an outlet independent of the combustion controlling devices 50 and 54, said inature othe oil surrounding the (iup 24 causes a suillcie amount of expansion of the mercury, the resulting upwardI movement of the valve 28 closes off communication between the passages I9 and I8 and the oil is then forced to flow out by way of the outlet 40 which leads to the two combustion controlling devices 50 and 54 by way of the connecting conduits 58 and 59 respectively indicated in Fig. 1. That portion of the oil flowing through conduit 58 will enter 'the unit 50 at the top of the cylindrical portion thereof and will act upon the piston or plunger element 8| Fig. 6) to produce a downward movement thereof against the opposition of the compression spring 83, the lower end of which has abutment upon the transverse wall 84 which (together with sealing bellows 82) separates the oil receiving portion of the control unit 50 from the lower chamber 85 into which extends the throttle actuating arm 88 by which the throttle 81 is shifted to a degree corresponding to the amount of movement of the piston 8|, thus regulating the amount of combustible mixture supplied to the intake manifold, the fuel supply to the carbureter 88 being by way of the supply conduit 89 leading from the fuel pump 28 heretofore referred to.

That portion of the oil which` flows through conduit 59 will enter the combustionc'ontrolling unit 54 at the base thereof as indicated at 1I in Fig. 6 and will act upon the lower side of the piston to cause upward movement thereof against the opposition of the compression spring 18, thereby producinga corresponding movement of the piston rod 12 and the rocker arm 13 operatively connected thereto as indicated at 14, the

said rocker arm having a fulcrum in a form of bracket 18 extending out from the upper surface of the cover plate 11 of the unit 54. At its outer end rocker arm 13 receives a link 19 as indicated at Fig. 1 and by reason of said link and its connection with the outer end of the spark adjusting arm 80, controls the time of occurrence of the igniting spark in the successive cylinders of the engine, in proper relation to the positions of the pistons therein, and functions to advance the time of such igniting spark as soon as the starting of the engine creates the proper speed, temperature and pressure relationships which are reflected in the operation of the elements 28, 5I and 10 respectively. The piston 10 is thereupon raised promptly to its upper limit, and hence further shift in the position of the spark controlling arm is prevented as long as the engine continues to run. When the engine stops the oil is returned to the chamber I8 by way of port 1I and conduit 59 as indicated in Fig. l--the pressure in said conduit 59, during normal running of the engine, being sufiicient to prevent dropping back of the piston 10 prior to stopping of the engine, and the resultant pressure drop.

In the carbureter, as shownin Fig. 4, there is incorporated an automatic pressure responsive air flow control for auxiliary air intake 8|, so that said intake 8| may function to increase the airto-fuel ratio, in manifold' 82, when the engine has warmed sufficiently, thus supplementing the action of throttle 81 and its actuating means. As

ing to the amount of air that can pass through port 83 to intake 8|. This incrcease in air-tofuel ratio tends to thin out the mixture automatically after starting, that is, when manifold pressure is reduced sufficiently so that spring 88 is no longer able to prevent an opening of the valve 81 by the atmospheric pressure acting thereon.

In fuel pump 28 (Fig. 5) the delivery stroke is produced by a spring |0| acting on one side of a diaphragm |02 to expel liquid fuel from the pump chamber |03. 3|, |05, |08, |01 moves the diaphragm against the action of the spring |0| to' energize .saidspring and produce a suction stroke by which -additional liquid fuel is brought into the chamber |03, by way of inlet passages |08 and |09, perforated valve |I| (having the usual pressure responsive cover adapted to open against spring |29.) andport |I2. The liquid expelled past a similarly constructed perforated outlet valve I|3 vand a second ported member ||4 enters outlet chamber ||8 with which novel elements, now to -be described, are associated.

To impart initial head to the liquid fuel supply, chamber I|8 is provided with a priming plunger I|1 having a ange I|8 at its base to receive a bellows element I I9, and a neck portion I 2| to receive a -manually operable knob or head |22. A pin |23.extends through the neck |2I to receive a rod |24 whose lower end is engageable with the upper extremity of the dia- Cam-operated linkage' phragm assembly to cause downward movement of the said assembly. Spring |26 abuts a nxed plate 121 at one end, and bears upon plunger lll at its upper end to retunrthe plunger to the position shown afterfeach priming stroke. If the priming action should proceed long enough 4to create more pressure than is desired, such excess pressure will prevent further lifting of valve III, and therefore intake of fuel through passage Hi8 will cease, until such time as the pressure is relieved by way of carbureter supply line 69, due to the starting of the engine. Bellows H9 serves to seal the unit against the possibility of escape of uid by any path other than the normal outlet S9.

In installations recently made under applicants supervision it has been-found that the unit 54 will function substantially as desired by connecting supply line 59 directly with the interior 'and centralizing the control, particularly in the event of use on power plants where access to the shaft interiors is not available to the same degree as indicated in the present embodiment. However, with either of the two indicated methods of connection for feed 59, the result is the same:- a movement of spark advancing lever 80 to full advance position promptlyupon attainment of normal running conditions. As a means of reli'eving any possible excessively high pressure after the piston 'i0 has moved upwardly to the full advance position of lever 80, a by-pass 93 connecting with a return oil line 96, may be provided as shown in Fig. 6 and Fig. 1.

of 'ignition current to an internal combustion en- This application is a division of my application No. 215,669, led June 24, 1938, now Patent Number 2,205,047.

What I claim is:

1. In a hydraulic system for actuation of a combustion controlling device, such as an electrical contact shifter for establishing the time of ignition of the combustible mixture in relation to the positions of the parts tobe actuated by the combustion of said combustible mixture, the

combination with said contact shifter of means position wherein ignition occurs in thatlrelationship to engine, crankshaft position that has been preselected as most desirable during nor-'- mal operation. v

2. In combination with -a magneto for delivery gine, means including an engine driven shaft for rotating said magneto, means including a uid operated piston for controlling the time of delivery of the ignition current from the magneto to the engine, 'and ymeans including a second shaft rotatable in synchronism with said first named shaft for 'directing Voperating iluid to said ignition. controlling piston.

ROME@ MNARDOE. 

